Low-Speed Automated Braking Profiles for Smooth Obstacle Stops
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Solution Overview
Problem
Existing vehicle control systems fail to provide smooth automated braking at low speeds, particularly when obstacles are encountered, often resulting in abrupt acceleration changes that compromise safety and comfort.
Innovation Solution
A computer-based method dynamically determines deceleration limits based on speed, distance to obstacles, and jerk limits, selecting between triangular and trapezoidal braking profiles to optimize vehicle braking, ensuring smooth transitions and comfort.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Loss of time
If automated braking is applied at low speed, then stopping distance is reduced, but acceleration smoothness deteriorates
Solution Approach 1:
The braking system dynamically adjusts the deceleration limit based on real-time vehicle speed, obstacle distance, and jerk limits. The controller continuously monitors vehicle state and modifies braking parameters dynamically, transitioning from static to adaptive control to achieve both short stopping distance and smooth acceleration transitions.
Solution Approach 2:
The system changes key braking parameters (deceleration limit, jerk limit, braking profile shape) based on operating conditions. By adjusting these parameters dynamically according to vehicle speed and distance to obstacle, the system optimizes the trade-off between stopping distance and acceleration smoothness.
2Productivity
If deceleration limit is increased to reduce stopping distance, then braking efficiency is improved, but passenger comfort deteriorates
Solution Approach 1:
The deceleration limit is not fixed but dynamically determined based on vehicle speed, distance to obstacle, and jerk limits. This dynamic adjustment allows the system to maximize braking efficiency when needed while maintaining passenger comfort by adapting to real-time conditions.
Solution Approach 2:
The system pre-calculates braking profiles (triangular or trapezoidal) that incorporate jerk limits to cushion the acceleration transitions. By planning the braking maneuver in advance with smooth transitions, the system prepares comfortable deceleration patterns before actual braking begins.
3Object-affected harmful factors
If triangular braking profile is used, then acceleration smoothness is improved, but stopping distance increases
Solution Approach 1:
The system dynamically selects between triangular and trapezoidal braking profiles based on real-time conditions. The controller evaluates vehicle speed, distance to obstacle, and required stopping distance to determine which profile shape will achieve the optimal balance between smoothness and stopping performance.
Solution Approach 2:
The braking profile parameters (shape, duration, deceleration rate) are changed based on operating conditions. The system can transition between different profile types and adjust their characteristics to optimize both acceleration smoothness and stopping distance for each specific situation.
Applied Scientific Principles
This section explains which scientific principles are used to turn an abstract innovation direction into a practical engineering solution.
Function Achieved in This Case
The method ensures smooth and safe automated braking by minimizing abrupt acceleration changes, enhancing safety and comfort during low-speed maneuvers, even in the presence of obstacles.
Implementation Method 1
The obstacle is detected using at least an ultrasonic sensor
Data Source
AI summary
Braking of a vehicle at low speed comprises: dynamically determining, while a vehicle is controlled by a driver, a deceleration limit for the vehicle with regard to an obstacle, the deceleration limit determined based on at least (i) the low speed, (ii) a distance to the obstacle, and (iii) a determined jerk limit for the vehicle; after dynamically determining the deceleration limit, determining regions to include in a braking profile for the vehicle; when the regions determined do not include a constant deceleration region, again determining the deceleration limit, wherein the deceleration limit is not again determined when the regions determined do include the constant deceleration region; determining whether to brake the vehicle, the determination based on at least the low speed, the deceleration limit, and the distance to the obstacle; and in response to a determination to brake the vehicle, braking the vehicle according to the braking profile.